Car-heater



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(No Model.)

' No. 374,766. Patented Dec. 13,1887.

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F111 IIN l r (No Model.) 2 sheetsshet 1.v M. WA'NNER.

No. 374,766. Patented Deo. 1s,v 1887.

A vllNrrRn SrArlRs PATENT OFFICE.

MARTIN WANNER, or ROBINSON, AssreNoR or` ONRHALF To JOHN A. HALL, 4or AXIAL, COLORADO.

CAR-HEATER.

SPECIFICATION forming part of Letters Patent No. 374,766, dated December 13, 1887.

Application tiled June 24. 1887. S'erial No. 242,368. (No model.)

V.To @ZZ whom it may concern/.-

Be it known that I, MARTIN WANNER, aj citizen of the United States, residing at Rob-, inson, in the county of Summit, State of Colo-y rado, have invented certain new and useful' Improvements in Gar-Heaters,.of which the; following is a specification, reference being had j therein to the accompanying drawings. My invention relates to improved means forl 1o heating railway-cars with air passed throughla smoke-stack heater, through which'is also passed the products of combustion from the engine-furnace, a's well as the eXhaust-steamf from the cylinders.

The objects of my invention are to provide improved means for forcing the air from a blower through the heater and through the cars of the train, to provide Aimprovements in the construction of the smokestack heater by 2o which the air to be heated is exposed to alarge area of heating-surface without obstructing the draft of the engine, and to provide improved means for automatically regulating and distributing the heat within the cars; and the im- 2 5 provement consists in certain constructions and combination of parts, hereinafter described and claimed.

In the accompanying drawings, Figure 1 is an elevation of a locomotive-engine and the 3o forward end of a car with my improvements `applied thereto. Fig. 2 is an enlarged elevation of the stack-heater partly broken away. Fig. 3 is a vertical section on line xx of Fig. 2. Fig. 4 is a horizontal section in line y yof Fig. 2. Fig. 5 is an enlarged longitudinal section through the air-pipe coupling. Fig. 6 is an enlarged elevation, with one side in section', of a thermostat for operating the valve of the heat-regulating and air-distributing valve. 4o Fig. 7 is an enlarged vertical .section of Said valve. 5 Fig. Sis a side view of the blower and its engine. g

The engine A is coupled to the tender and car B in the usual manner, and carries at the forward end of the boiler a blower, C, located behind the head-light and above the smokebox. The blower C is driven, preferably,by an independent double-cylinder engine, o, connected with said blower, and the latter with 5o the air-heating space within the stack-heater D by a pipe, O. This siackheater is formed i of an outer shell, d, and an inner shell, d', riveted toa cap, D', and head d2 at their upper end and to a base, D2, and head d3 at the lower end thereof'. The heads d" cl3 are perforated tol 55 Areceive and support vertical tubes d4, arranged in concentric rings around a larger central tube, d5. A detlector-plate, dgis located above and upon the sides of an air-induction opening, D3, with which the pipe C' is connected. 6o Perforations d7 are in the upper end of the inner shell, d', to admit air from the space between inner and outer shells to the space around the .tubes d* di", and an air-eduction pipe, D, at the lower end of the stack-heater 6 5 passes through the inner and outer shells and allows the heated air to escape from the interior of the heater to the hot-air conduit E, passing alongside of the engine.

F is'an automatic coupling, composed of an 7o enlarged head, F', having ring-abutments f f' cast uponits inner surface, a valve, F2, pivoted atits upper end to close against the inner face ofthe abutmentsf, a gland, F3, fitted into the head F', and a tubular plug-section, Fsecured 7 5 to the end of a connecting conduit-section, E', which passes beneath the cars of the train.

' When the plug-section F* is inserted into the head F', the valve F2 is opened, and when the said plug-section is withdrawn the valve will 8o automatically close to shut off thel escape of heat from the heater.

The conduit-sections E pass beneath the cars, and are each provided at their ends with a heat-regulating and air-distributing valve, G, located in the ends of the cars, and connect the conduit-sections E', through an opening, g, l in the valve-casing G', with the heating-pipes H, passing along the sides of the car through openings g' in said valve-casing. The valve G 9o is cylindrical and tits snugly in a corresponding opening in the valve-casing.

Triangular ports gi" in the valve G are located opposite thev opening g' in the valvecasing when the valve is down and said openingsl are open; but they become closed when the valve is raised. rlhe triangular shape of the ports g2,with their base uppermost, causes the valve to close the opening more rapidly at the beginning of its movement,and thus quickly roo act to shut off the heat-from the interior of the car when it has become overheated. The heat s v Y 374.766

is thus regulated and the valve is operated automatically by a thermostat consisting of a tube, I, having a bulb, I', at its lower end, and is partly filled with mercury. The upper end of said tube I is fitted with a piston, I2, connected by a cross-head, I3, and rods I4 I5 with the valve G,which is thus actuated by the expansion of the mercury within the tube. The valve falls by its' own Weight when the mercury contracts by the reduction of temperature within'the car, and opens communication be- Y tween the heatdistributingpipes and the hotair conduits.

The air taken from the front of the engine enters the heater D at the opening D, and is first deflected downwardly by the plate d, then passes up through the annular space between the inner and outer shells, d d', and is admitted through the perforations d7 to the space within the heater surrounding thel tubes d* d5 and discharged through the -pipe D* at the lower end of the heater. The tubes pass vertically through the stack-heater, and oer no obstruction to the direct upward passage of the products of combustion or to the escape of the exhaust-steam from the cylinders. The

blower forces the air through the heater and conduit pipes under suiicient pressure to insure a forced circulation and distribution of the air through and away from the heater, and, 3o

being driven by a separate engine, the air is forced through the heater andconduits to the cars both when the train is moving and when it is at rest.

I am aware that air has been passed through a coil within a smoke-stack of a locomotive, has been heated therein, and has been drawn and forced therefrom by means of a blower, and do not claim, broadly, said devices; neither do I claim thermostatictnbes to control val ves.

What I claim as my invention is In combination with a blower and its engine located upon a locomotive, a car-heater forming a part of the stack ofsaid locomotive, and consisting of an outer shell having an inlet in its side and an inner shell having an outletopening in its side for the passage of air, perforated heads and tubes connecting them, a deflector-plate, d, between the shells over the inlet, and the inner shell provided with perforations dl, and pipes leading said air to the cars of a train, substantially as described.

In testimony whereof I afix my signature in presence of two witnesses.

MARTIN WANNER.

Witnesses:

D. M. HATCH, A. M, GREENLEE. 

